Motor-vehicle.



J. A. CHARTER.

MOTOR VEHICLE.

.n.PPLIoATIoN FILED MAY s, 1907.

Patented Nov. 9.

3 SHEETS-SHEET 1.

illhuhJiull.. v QN J. A. GERIEB..

MOTOR VEHIGLE.

APPLIOATION FILED MAY s, 1907.

Pafented Nov. 23, 1909.

3 SHEETS-`SHEET 2.

J'. A. CHARTER.

MOTOR VEHICLE.

APPLICATION FILED MAY s. 1907.

Patented Nov. 23, 1909.

3 SHEETS-SHEET 3.

v//M Y UNITED STATEs PATENT oEEIoE.

JAMES ADAMS CHARTER, OF CHICAGO, ILLINOIS.

MOTOR-VEHICLE.

' To all lwhom t may concern.

Be it known that I, JAMES A. CHARTER, a citizen of the United States,and resident of Chicago, county of Cook, State of Illinois, haveinvented certain new and useful Improvements in Motor-Vehicles, of whichthe following is a specication.

My invention relates to motor vehicles and more especially to that classof motor vehicles in which internal combustion engines are employed, andconsists in certain details of construction which facilitate the varyingof the amount of energy applied to drive the vehicle and change thespeed, as fully set forth and as illustrated in the accompanyingdrawings, in which- F igure 1 is a plan view in part section showing therunning gear and motor connections; Fig. 2 is an enlarged sectionalelevation of the parts connected with the steering post; Fig. 3 is adetail of the lower part of the steering post in longitudinal section;Fig. 4 is an enlarged plan of the counter-shafts and connections used incoaction with the speed changing gear; Fig. 5 is an end view of F ig. 4looking in the direction of the arrow in said ligure; Fig. 6 is asection of the speed changing gear, and Fig. 7 is a section of theclutch.

The car is provided with front and rear axles A and B, which suitablysupport the frame and body C, the front wheels swinging upon the frontaxle, as usual, under the control of a steering wheel D carried by ahollow post 10, and connected with a hollow steering shaft 12, having athreaded lower end 13 adapted to the threads of a sliding collar 14,which is provided with a rack 15 The rack of the collar 14 engages apinion 16 upon the steering shaft 17, an arm 18 of which is connected bya link 19 with one of the swinging' knuckles of the steering gear. Thecollar 14 may thus be raised and lowered by turning the steering wheel,movement thus being imparted to the said knuckles and wheels. Anysuitable means may be employed for guiding the collar and preventing itfrom turning, but as shown it is provided with slotted ears 20, theslots in which receive the shaft 17.

In order to regulate the action of the timer so as to advance and retardthe spark I make use of devices controlled by a lever or other handcontrolled device E which, as shown, is connected with a bush-Specification of Letters Patent.

Application led May 3, 1907.

Patented Nov. 23, 1909. Serial No. 371,668.

ing or sleeve 21 extending into the hollow steering shaft 12 andprovided with internal threads to receive the threaded enlargement 22 ofa rod constituting one of two shaft sections 23, 25, which rod 23extends downward through the steering shaft and through an opening inthe head of the hollow shaft section 25. A pin 26 (Fig. 3) extends fromthe shaft through slots x in the steering shaft land into a cam collar30, and at the lower end of the rod 23 is a head 24 which is normallymaintained against the head of the hollow shaft 25 by a spring 31 whichbears against a collar 32 on the rod 23. As thus constructed, theswinging of the hand lever .or device E in one direction or the otherwill raise or lower the cam collar 30, and, through any suitableappliances, this action may be made the means of shifting the timer andalso of shifting regulating means varying the flow of the mixed gasesthrough or from the carbureter.

Any suitable means may be employed for transmitting motion from thecollar to the timing and carbureting appliances. As shown, the collar 30has an annular groove for receiving studs extending from the forks of alever 35 upon a shaft 36, and from the latter, either in the samedirection or in opposite directions, extend arms 37 and 3S, the formerconnected with a rod 39 extending to the regulating arm 39a of the timerF and t-he latter with a rod 40 extending to the regulating arm 40a ofthe carbureter G. The timer F and the carbureter Cr may be constructedin any usual or suitable manner, and the movement of the rod 40 mayserve in any suitable way to vary the flow of the mixed gases or controlthe mixture, and I therefore do not attempt to illustrate any detailedconstruction of timing and carbureting devices and appliances, and willrefer for one character of devices which may be employed to LettersPatent granted to me August 20, 1904, No. 766,218. In the presentconstruction the shaft 41 of the timing device is driven from the engineshaft 42 through two-to-one-gears 43, counter-shaft 44 and bevel gears45, so as to secure a two-to-one rotation between the two shafts 42-44.

The engine shaft 42 may be thrown into and out of connection with thesection 47 of the driving shaft by means of a clutch device I-I of anysuitable character, which,

while not used for ordinary driving, is a convenient means of totallydisconnecting the engine, and the section 47 of the driving shaft may beconnected with the other section 48 through the medium of reversing gearappliances of any suitable construction, the section 4S gearing with asuitable compensating gear wit-hin the casing J for driving the sectionsof the rear axle in any usual or suitable manner.

Upon the steering post 10 are bearings for two parallel shafts 50-51provided with handles 52 and 53, which shafts are geared in any suitablemanner to operate a rock shaft or rock shafts, from which the changespeed gear is operated. As shown, there are two rock shafts, 54, 55, anda pair of bevel gears 56 transmit motion from the shaft 50 to the rockshaft 54 (Fig. 2) and similar bevel gears transmit motion from the shaft51 to the rock shaft 55, and a cam 60 at the lower end of the shaft 51has a lug G1 which may be carried into and out of contact with a lug 62upon the cam collar 30 to raise and lower the latter, for the purposesetforth hereinafter, the lug 61 being of suflicient length to contactwith the lug 62 in different positions of the steering shaft.

The clutch device H is operated from one of the shafts, as the shaft 54,in any suitable manner. As shown, the said device consists of a wheel 71having an interior bevel face adapted to the exterior bevel face of aclutch disk 72 which can slide on and turn with the shaft section 47,and a spring 73 bearing upon a collar on the shaft 47 tends to throwforward the disk 72 to carry the same into engagement with the wheel 71.

A lever 74 may be rocked from the shaft 54 so as to carry the disk 72into and out of frictional engagement with the wheel 71. As shown, thedisk 72 is in engagement with the wheel 71 and the lever 74 has a forkedarm with anti-friction lugs engaging an annular recess in the hub 75 ofthe disk 72, and at the other end of the lever 74 is an antifrictionroller bearing upon the face of a cam 76 on the shaft 54, the turning ofwhich in the left hand direction, therefore, may be the means ofsuitably swinging the lever 74 and sliding the disk 72 away from thewheel 71.

The speed changing and reversing gear may be of any suitable character,and between the same and the shaft or shafts are any suitableconnections or appliances, whereby, when the said shaft or shafts are inneutral or mid-position, there will be no driving connection between thedriving shaft and the wheels, and the reversing gear will be also inneutral position. As these devices and appliances may be differentlyconstructed, I have not attempted to illustrate any special constructionin full detail, but as shown the common or well-known planetary changegear which has disks 150, 151, to which clamping bands 80, 81 may beapplied through the medium of levers 82 and links 83, 84, the formercarrying a roller acted upon by the cam 85 on the shaft 54 gives thereverse action, and the link 84 carries a roller acted upon by the cam86 on the shaft and gives the slow speed ahead, while the high speeddirect drive action is secured by the sliding upon the shaft 47 of asleeve 87 having a cone end acting on dogs 88 to slide the disk 150 intoengagement with the disk 151 and against the action of a spring 152, thesaid sleeve 87 being moved back and forth by a forked lever 89 actuatedby a grooved cam 90 upon the shaft 55. As 1 do not claim the broadconstruction of these devices it is not necessary to further illustratethem in detail.

It is important that the speed changing devices should be in neutralposition when the brake is applied, and I therefore provide meanswhereby on the movement of the brake lever or pedal U to apply thebrakes K, K, of any suitable construction, a detent in two sections L, Lwill be carried into position to hold either of the shafts 54, 55 intheir central or neutral position or carry them into such position thatthe high speed or slow speed ahead is cut out by shaft 55 and thereversing gear is also cut out by shaft 54, in case it is not inmid-position when the brake is applied. Such detent sections L, L may beconstructed in different ways, but as shown, swinging frames 100, 106are suitably pivoted to the frame of the apparatus at y and 105 (Figs.1, 4 and and the frame 100 is provided with two fingers 101, 102, andthe shaft 55 has a crosshead 103 in the form of two curved armsprojecting in opposite directions, and these parts are so arranged thatwhen the detent is swung to the position shown in Fig. 5, on theapplication of pressure to the brake the detent section L will contactwith the crosshead 103 and prevent any other movementof the parts, or ifthe cross-head 103 is out of the neutral position shown in Fig. 5 andthe section L is then swung inward, one of the fingers will bear uponthe nearest end of the crosshead, and by contact therewith will swing itand its shaft to neutral position, thereby also carrying the change gearon that shaft to neutral position.

The sect-ion L is preferably in the form of an arm 106, projecting froma rock shaft 105 in position to make contact with a curved arm 107 onthe shaft 54, whenV said shaft is in neutral position, and the twosections L, L of the detent are connected by a link 108 so as to swingtogether, the rocking of the shaft 54 serving as a means of carrying toneutral position the mechanism operating the reverse band on theplanetary transmission when the brake is applied, as well as the forwardspeeds, as above described.

Any suitable connections may be made between the single or double detentand the brake element U. As shown, there is a connecting rod 109connected to the brake element U and also to a pin on the section L, anda link 110 may form part of the rod 109 or may be pivoted to the sectionL, and may be connected to any suitable equalizing device M (F ig. 1)through which movement is imparted to the brakes K, K. Preferably thedetent should have a limited movement prior to applying the brakes, andthis may be secured by providing some means for a lost motion at theproper point, as for instance, by providing` the link 110 with anelongated slot 112 receiving a pin 118 on the part of the equalizingdevice to which it is connected.

By the construction above described I am enabled to simplify and reducethe cost of construction of the necessary adjusting means of a motordriven car, and among the advantages that pertain to my improvedconstruction I point out that it is practicable to control the speed ofthe engine by means of a hand controlled device upon the steering postso as to change the speed from a minimum to a maximum, and that this canbe done in connection with any adjustment of the speed gear so that adesired variation of speed may be obtained with a speed gear having buttwo forward speeds, the vehicle being irst started in motion and thehigh speed thrown into action and any desired variation being thensecured by the adjustment of the devices controlling the timer andcarbureter, and thus, if so desired, propel the car with a positive highspeed direct drive at a speed less than the ordinary speed of thechanging gear of the usual constructions. It will further be seen thatthe desired changes may be made with comparatively few parts so thatthere is little opportunity for the driver to become confused in theshifting of the different devices. It will further be seen that by thedescribed construction the engine is prevented from racing whendisengaged from the car, inasmuch as upon rocking the shaft 54 to effectthis disengagement the devices which thus rock the shaft serve furtherto shift the sparker and carbureter control means so that no such racingmay occur. Thus, in the construction shown, the cam collar 30, when in aposition to slightly slow down the engine, may be lifted somewhat higherby turning the shaft 51 so as to bring the lugs 61 and 62 intoengagement, thereby lifting the lower shaft section 25 independently ofthe upper section 23 and adjusting the timer and carbureter controldevices to their slow speed points. It will be seen, however, that thecollar can be carried still higher by turning the handle E which bringsthe head 24 of the shaft 23 against the end of the hollow shaft 25, andthat this does not affect the movement which may be imparted to thecollar by the contact of the lugs 01, 62, as, in case the control isleft in a lower position, the collar may then be lifted so that theclosed end of the hollow shaft 25 is carried away from the head 24 atthe end of the shaft 23. It will be further seen that upon the forwardmovementl of the brake device, the swinging of the detents willinstantly result (whatever may be the speed or the position of the speedchanging gears) in disconnecting the clutch mechanism and at the sametime retard the spark and close the throttle, and the further movementof the brake lever will then bring all the parts to their neutralposition, setting the brake. If the brake is a lock brake of ordinarytype, with a ratchet dog and quadrant, it will be seen that when appliedin connection with the above device it will be impossible to shift theparts and start the apparatus.

In order to prevent shifting of the clutches in the particularembodiment of the invention illustrated, the members 103 and 10T areprovided on the shafts 54 and 55. These members are locked or preventedfrom moving by the detent members 100 and 106, and while in thepositions to which they are moved when the brake is operative, preventany movement of the clutches or adjustment of the speed changing gear.Also it will be seen that any adjustment of'the regulating devicesnecessary to increase the speed of the engine is prevented at such timesby the cam 60, which is held in its central position through the actionof the gears 56, and is provided with a lug 61 co-acting with the lug 62to raise and hold the collar 30 in such position that the timing deviceand carbureter are adjusted to impart a slow or retarded movement to theengine and its shaft. In order to prevent operating the shafts 50 and 51simultaneously after the brake has been released from its lockedposition shown in Fig. 1, I make use of a safety device in the form of adog 120 suitably supported to extend between contiguous disks 121 uponsaid shafts; which disks have flattened faces. The dog 120 is of suchthickness that it may be swung to one side on turning either shaft andis carried to the flattened face of the othershaft, but if any attemptis made to turn both shafts at once, or one shaft after the other hasbeen turned, the disk or disks will jam against the dog, which will thusprevent such improper movement.

l/Vhile I have illustrated the steering post as hollow and provided witha hollow shaft, it will be evident that these features may be changedwhile still making use of a sliding collar and connections with thecarbureter and timer, and while I have shown two shafts 54, 55, andoperating means, it will be evident that some of the features of myinvention may be used in connection with a single counter-shaft.

Without limiting myself to the precise construction and arrangement ofparts shown, I claim as my invention:

l. The combination in a motor vehicle and with the steering gear, of thesteering shaft, a cam collar thereon, a shaft mounted on the steeringshaft provided with a handle at the upper end and at the lowei` end witha cam engaging the collar for shifting said collar longitudinally of theshaft, timing and carbureting means and regulating devices therefor, andconnections between the said collar and said devices.

2. The combination of the hollow steering shaft, timer, carbureter andregulating devices therefor, a slidingl collar on the shaft connectedwith said devices, a controller at the head of the shaft, shaft sections23, 25 intermediate the controller and the collar, a spring between saidsections, and means for raising and lowering the lower shaft section andcollar independently of the upper shaft section.

3. The combination in a motor vehicle and with a steering gear, of ahollow steering shaft, a collar thereon, means for sliding the collar onthe said shaft including connections within the said shaft, a timer, acarbureter and regulating means therefor, a rock-shaft provided with aplurality of arms, connections between one of the arms and the timer,connections between another arm and the carbureter regulating means, thethird arm being forked to engage the sliding collar, as set forth.

t. The combination with a vehicle of a motor, driving shaft, engineshaft and clutch device and speed changing gears and steering gear, andtwo parallel rock shafts, and connections between the latter and theclutch device and speed changing gear, and means whereby the movement ofeither shaft is prevented after that of the other is begun.

5. The combination in a motor vehicle, of a motor, driving shaft, engineshaft, clutch device and speed changing gear and steering gear, twoparallel rock shafts and connec- 'tions between the same and the speedchanging gear and clutch device, a steering post and hand operatedshafts upon said post connected to rock the rock shafts, contiguousdisks with fiattened sides upon said hand operated shafts, and a dogswinging between said disks and proportioned to prevent the movement ofeither hand operated shaft after that of the other is begun.

6. The combination in a motor vehicle, of a motor, parallel rock shafts,speed changing and reversing gears and clutch device and connectionsbetween said shafts and said gears and device, of steering gear, asteering post and hand operated shafts thereon, and

gearing between the said hand shafts and the rock shafts.

7. The combination in a motor vehicle, of a motor, steering post,steering gear and shafts 50 and 51, speed changing gears, parallelshafts 54 and 55 and connections between the same and the shafts 50, 51,clutch device and reversing gear, and connections between the parallelshafts 54 and 55 and the said clutch device and gears.

8. The combination in a motor vehicle, of a motor, speed changing gears,a rock shaft and connections between the same and said gears, a detentfor holding the rock shaft in neutral position, a brake, a brake lever,and connections between the latter and said detent.

9. The combination in a motor vehicle, of a motor, speed changing gearand steering gear, a rock shaft and connections between the same andsaid speed changing gear, a contact piece upon the said rock shaft, adetent adapted to engage said contact piece and carry the shaft to itsneutral position, a brake and a brake lever and connections between thebrake lever and the said detent.

10. The combination in a motor vehicle, of a motor, speed changing gear,a rock shaft and connections between the same and said gear, a contactpiece upon the said rock shaft, a detent adapted to engage said contactpiece and carry the shaft to its neutral position, a brake lever andconnections between the brake lever and the said detent, and brakedevices and connections between the latter and the lever.

11. The combination in a motor vehicle, of a motor, speed changing gear,a rock shaft and connections between the same and said gear, a contactpiece upon the said rock shaft, a detent adapted to engage said contactpiece and carry the shaft to its neutral position, a brake lever,yconnections between the brake lever and the said detent, and brakedevices and connections between the latter and the lever, saidconnections constructed to permit a limited lost movement.

12. The combination in a motor vehicle, with a motor, speed changing andreversing gears and clutch device, of parallel shafts and connectionsfor operating therefrom the said speed changing and reversing gears, andclutch device and detents and a brake, a brake lever connectedtherewith, and engaging devices upon said shafts arranged to contactwith said detents when the brake is applied when the parts are inneutra-l position.

13. The combination in a motor vehicle, of a motor, change speed gears,shaft 55 and connections between said shaft and said speed gears, and across head on said shaft, a detent movable to and from said cross headand provided with fingers to engage the same, a brake, a brake lever andconnections between the latter and the detent, for the erating means andsaid detents, for the purl0 purpose set forth. pose set forth.

14. The combination in a motor Vehicle, of In testimony whereof I afiixmy signature av motor, speed changing and reversing gears, in presenceof two witnesses. the shafts 54 and 55 and connections with said gears,a brake, a brake lever, a cross- JAMES ADAMS CHARTER' head on the shaft55 and an arm on the shaft Vitnesses: 54, and detents engaging saidcross-head and O. A. REED, arln and connections between the brake op- P.H. ARDEN.

